sundh



3 Sheets-Sheet 2. A. SUNDH.

ELEVATOR (No Model.)

No. 458,991. Patented Sept. 1, 1891.

3 Sheets-Sheet 3.

(No Model.)

A. SUNDH.

ELEVATOR.

No. 458,991. Patented Sept. 1, 1891.

wiiwemres: 6 14,44: Mam

UNITED STATES PATENT OFFICE.

AUGUST SUNDH, OF YONKERS, NE\V YORK, ASSIGNOR OF ONE-HALF TO ERNSTBOENING, OF SAME- PLACE.

ELEVATOR.

. SPECIFICATION forming part of Letters Patent No. 458,991, datedSeptember 1, 1891.

Application filed September 25, 1890. Serial No. 366,084. (No model.)

T0 to whom it may concern.-

Be it known that I, AUGUST SUNDH, a citizen of the United States, and aresident of Yonkers, conntyof *estchester, State of New York, haveinvented new and useful Improvements in Elevators, of which thefollowing is a specification.

My invention relates to elevators for carrying passengers or freight upand down in buildings; and it consists in improved appliances forautomatically controlling the speed by means of friction-brakes; also,in automatic safety-cam devices to catch and hold the car when the ropebreaks, all as hereinafter fully described, reference being made to theaccompanying drawings, in which- Figure 1 is an elevation of elevatorapparatus and a section of the car, illustrating my improvedspeed-regulator and safety-cam devices. Fig. 2 is a similar view showingthe safety cam apparatus in modified arrangements. Fig. 3 is anelevation with a part in section of part of the apparatus of Fig. 2 asseen in the direction indicated by the arrow to. Fig. 4.- is a plan ofthe bottom of the car of Figs. 2 and 3 inverted and section of theguideways for the car. Figs. 5 and (3 represent, mostly in elevation,different arrangements in which the governor for the frictionbrake maybe employed. Fig. 7 is a detail of the apparatus of Fig. 1 in side View,as indicated by arrow 1). Fig. 8 is a detail of Fig. 5, partly in planview and partly in horizontal section. Fig. 9 is adetail of Fig. 1 inhorizontal section on line a; at. Fig. 10 is a diagram indicating theapplication of the camactuating devices in an elevator in which the ramis arranged horizontally.

I propose to provide friction brake-shoes it, also cams 16, on thecarriage b and in suitable relation to the guideways 0, together withautomatic contrivances whereby the brakes are to be made to pressagainst said ways when the car is going too fast, particularly whengoing downward, to check thespeed of the car, and both the brakes andthe cam will take effect to stop the car when its suspending-ropebreaks. The brake-shoes a are lodged between brackets cl, attached tothe sides of the car in suitable proximity to the guideways c for soacting on them, and they are so lodged suitably for moving laterally tobind on or slack off from the guides. For so actuating the brake-shoesthe short arm of an elbow-lever e, pivoted at f, is made to bear againsteach shoe through an interposed spring g, provided for affording moreelastic or yielding action than a positive connection would give. Onelever e rests about midway of its long arm on the roller h of a lever17,

pivoted at j,and the other lever ehas a roller.

71? at its free end resting on said first-mentioned lever, to be liftedby it when it is lifted by lever i, so that both brake-shoes will bemade to act on the guideways alike and at the same time. The lever 'i isto be controlled by the rope m, which, for graduating the action of thebrakes, is subject to the governor Z, by which the rope m is made todraw when the speed is too high by the swinging pulley n, which is madeto thrust the rope between the two pulleys 0 on fixed pivots, so that assaid rope passes under the pulley p in the end of lever t, and thencelaterally to and over guide-pulley q, mounted on a fixed pivot on thecar, said lever i will be lifted suitably for working the brake-shoes.The rope m passes over the carryingpnlleys u at the bottom of theelevator-way and pulleys v and 10 at the top, and is coupled together atthe ends by a spring 3, and a swivel t also, when desired, to take upthe slack and keep the rope taut. It will be seen that, owing to thelateral direction of the rope m between pulleys p and q, whateverlengthwise shift of the rope is produced by its deflection betweenpulleys o by the pulley it, actuated by the change of the governorthrough higher speed, will be co1npensated by the swinging of pulley 1)toward pulley q, so that the roller h on lever t will raise thebrake-levers e and press the brake-shoes against the sides of the guidesc with such effect that the undue speed of the car will be checked andthe rope in will be slaoked again by the return of pulley n, which willallow lever 1 to return to its normal position and slack off thebrake-shoes.

In the arrangement of Fig. l I have represented the governor as gearedwith the shaft 00 of the wheel r, over which the car-suspending rope .2works for speeding the governor, and the rope m maybe left free toremain at rest; but I will in some cases prefer to connect the rope tothe car, which may be done in any approved way where the rope passesthrough the top or bottom of the car, as by tying it to the eye-stud las in Fig. 2, so as to be moved by it and then utilize it for speedingthe governor instead of so gearing it with the shaft ac. This may bedone in various ways, as in Fig. 5, wherein it is represented as runningover the pulley 2, which is made to drive the governor by thebevel-wheels 3, the governor being set upright and made to thrust theswinging pulley nbetween pulleys 0, same as in Fig. 1, said pulley nbeing carried between the free ends of arms 4 of a rock-shaft 5, havinga crank 6, to which the governor-lever '7 is connected by the rod 8. InFig. 6 I represent said rope m also geared with the governor bythepulley 2 and bevel-wheels 3; but the governor=spindle 10 is arrangedhorizontally, so that the balls swing in a vertical .plane, and so thatthe spindle slides to effect the'thrust of pulley n with the said pulleymounted in the forked end of spindle 10, arranged to thrust the rope onbetween pulleys 0, and which is thrustback by the stress of the rope mwhen the thrust of the governor slacks. As it is r only in the downwardrun of the car that it is liable to overrun the normal speed, it isunnecessary to have the governor work while the car is ascending.Wherefore I have fitted the pulley 2 loosely on its shaft 13 with a pawl14, that engages the bevel-Wheel 3 on said shaft 13 when said pulley 2turns in the direction which the downward run of the car effects, butwhen turning the other way runs idly and leaves the governor at rest,said pawl being pivoted on the side of pulley 2, so as to swing outwardand engage in the notch 15 in the side of wheel 3, when the car runsdownward and pulls the rope in the direction indicated by the arrow inFig. 6; but for causing more powerful thrust of the brakes and foractuating the cams to stop the car when its suspending-rope z breaks Ihave mounted the carrying-pulley w for. said rope m on the top of theyoke 17, from which said main rope z is suspended at 18, said yoke beingsuspended from the spring 19 on the beam 20, on which the yoke iscapable of rising and falling to the extent of the range of the spring.The weight of the car holds the spring down fiat, or nearly so. When therope .2 breaks,

' the recoil of the spring thrusts the yoke and the pulley w upwardviolently, which thrusts lever i to the right to a greater extent thanit is moved in the same direction by the governor to apply thebrake-shoes in their normal action for merely checking the speed of thecar. When the cams 16 are to thrust against the faces of the guidewaysc, as indicated in Fig. 1, I arrange the oppositely-projecting arms 21on the axis j of lever i and connect them to the cams 16, respectively,by rods 22, gaging them so that the cams will not swing so far towardthe guideways by the play of lever i, caused by the governor, as toengage them, but to come into Contact with them suitably for stoppingthe car through the greater movement of the lever caused by the thrustof the pulley to when said main rope breaks. To prevent the guideways cfrom spreading under the thrusts of the cams when arranged as in Fig. 1,the housings 23 are provided With strong hook-stays 24, reaching behindthe edges of said guideways directly opposite to the points where thecams take effect, as represented in Fig. 9. If the cams 16 are to bemade to grip the guideways 0 on opposite sides, as in Figs. 2, 3, and 4,a single arm 21 of said axisj will be made to act on the arms 25 of theshafts 26, carrying two pairs of said cams. (See Fig. 4.)

The yoke 17 may be carried on the single rod 27, as in Fig. 2, insteadof the arrangement of 1, if preferred. I also propose to utilize thisyoke for shutting off the liquid from the ram-cylinder 28 by its upwardmovement when the rope z breaks to stop the piston and prevent damage tothe head of the ramcylinder, and for this purpose I provide a stop-cock29 in the stand-pipe 30 with a cord 31, attached to its wheel andpassing over guide-pulley 32 to the lever 33, connected by the cord 34to the rod 27, so that it will turn the cock and shut off the water whenit rises. Substantially the same yoke device and spring may be utilizedfor applying the safety-cams in like manner when the ram is arrangedhorizontally, as indicated in Fig. 10, in which the car-suspending rope,2 has its end fastened to the yoke 17 attached to the spring 19,suitably placed against the abutment 34 to receive said end of the ropeat the base of the ram-cylinder 28 after passing under guidepulley 35and around the pulley 36 in the head of the ram, the rope m being passedaround the pulley 37 in fixed supports and the pulley w carried by theyoke, said pulleys being at the bottom of the elevator-way instead of atthe top, as in the other arrangements.

I claim- 1. The combination, with the car and the brake and camactuating lever on said car, of the rope actuating said lever arrangedon the guide-pulleys and in the angular relation to the guide-pulley onsaid actuating-lever, the spring supporting and thrusting device for oneof said guidepulleys, and the car-suspending rope attached to saidthrusting device, substantially as described.

2. The combination, with the car and its guideway, of the brakes on thecar acting on the guideways, the lever on the car and the ropecontrolling it to actuate the brakes, the governor for controlling therope, and the thrusting guide-pulley forsaid rope subject to the stressof the car-suspending rope to augment the force of the brake when thecar-sus pending rope breaks, substantially as de= scribed.

3. The combination, with the car and its guideway s, of the brakes onthe car acting on the guideways, the lever on the car and the ropecontrolling it to actuate the brakes, the governor controlling the rope,the thrusting guide-pulley for said rope subject to the stress of thecar-suspending-rope, and the cams c011- nected to said brake-actuatinglever to augment the car-stopping power when the suspendingrope breaks,substantially as described.

4. The combination, with the car and guideways, of the brake-shoesacting on said guideways, the elbow brake-levers actuating said shoes,the ,lever actuating the brake-levers, and the cord controlled by thegovernor, said brake-levers overlapping each other and resting 011 astud of the lever actuatingthem, and said cord arranged on theguide-roll in the end of the lever actuated by it and on thelaterally-placed guide-roll of the car, substantially as described.

5. The combination, with the car and the guideways, of the governor, therope subject to the action of the governor, the lever pivoted on the carand subject to the thrust of said rope, and the brake-shoes andbrake-levers controlled by the said lever, which is subject to the rope,said brake-levers connected with the brake-shoes and springsintermediate them and said shoes and transmitting the thrust of thelevers, substantially as described.

6. The combination, with the car and the guideways, of the governor, therope subject to the action of the governor, the lever pivoted on the carand subject to the thrust of said rope, the brake-levers controlled bythe said lever, which is subject to the rope, and the brake-shoescontrolled by thebrake-levers, one of said brake-levers resting on theroller of the lever controlled by the rope and sup porting the otherbrake-lever having a roller at its free end, substantially as described.

7. The combination, with the car and the guideways, of the governor, therope subject to the action of the governor, the lever piv oted on thecar and subject to the thrust of said. rope, the brake-levers controlledby the lever subject to the thrust of the rope, and the brake-shoe, saidshoe lodged between the brackets of the car and connected to thebrake-lever by the springs, substantially as described.

8. The combination, with the car and the guideways, of the governor, therope subject to the action of the governor, the lever pivoted on the carand subject to the thrust of said rope, the brake-lever controlled bythe lever subject to the thrust of the rope, and the brake-shoes, saidrope being connected with and movable by the car and geared with thegovernor by the pulley, pawl, and gearwheel driving it in one directiononly, substantially as described.

9. The combination, with the car, guideways for the car, the lever onthe car subject to the thrust of the rope, as m, said rope, the governorcontrolling said rope, the spring having the car-suspending ropeattached to it, a

guide-pulley for the thrust-rope mounted on said spring, and theeccentric cams on the car connected with the arms of said thrust-lever,substantially as described.

In testimony that I claim the foregoing as my invention I have signed myname, in pres ence of two witnesses, this 5th day of September, 1890.

AUGUST SUNDH.

Witnesses:

W. J. MORGAN, W. B. EARLL.

